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To confirm, have you run the engine on a fuel source tied directly into the injection pump? You need to rule out the fuel supply system. With injector 6 cutting out, I'd remove the flow damper on that cylinder and disassemble it to check for debris. A spring in the injection pump sometimes...

Generally when this code shows up, there's a fault in the atomizer and it needs to be replaced.

The fuel injector return line on these is delicate and it could have cracked. This is the first place I would look. One of the banjo bolts is a one-time-use only fastener, too. The banjo bolts get torqued to 115 inch pounds only, it is important to use a torque wrench that can accurately...

Sometimes it just doesn't work. I don't have an explanation. It eventually figures it out by itself.

Where to start? I guess I'd focus on getting communications back to the scanner. Try unplugging the VNT controller, perhaps there's a CAN issue. Without the scanner, it's hard to tell you what to do next. You could be losing fuel pressure through the rail limiter. There could be a bad...

I've never seen this before. I'll definitely commit this to memory.

For a case of DPR meltdown, you'd want to replace the whole set. To evaluate the injectors on a 2008-2010 truck, an SCV test is performed. This is done using DX2. The really abbreviated version is to run the engine at 1500 rpm using activation test while monitoring injection quantity and rpm...

I guess it could be, but I'd be extremely hesitant to replace the VCS because of this. Have you tried checking the CAN between the meter and VCS? What's the original complaint? Is the meter working correctly? Just a mystery code that won't clear? Maybe Hino123 has some input, if he sees this.

You're gonna need to take the rear housing off of the DPR and inspect it. The chances are good that the DPF has cracked, possibly chunks of it have blown out. This is a red flag for injector overfueling.

U0155 is a CAN interruption between the VCS (vehicle control ecu) and the instrument panel. This code doesn't usually require any action. It sometimes sets after reprogramming. Usually clearing it is the only thing required.

You may have multiple issues, but it sounds like the exhaust brake setting is way off. Use DX2 to hold the engine at 980 rpm. Warm up the engine. Monitor injection quantity. It should be around 7-9. Turn on the exhaust brake. You are looking for a 12mm3 increase in injection quantity with...

If you end up doing the head gasket, have the injector cups replaced at the same time. It's much easier to do them with the head on a bench. Also have the oil cooler resealed. They always leak.

The world will never know.

Well, there's a pretty good chance that the head gasket is leaking. Once you've eliminated all of the other culprits, the head gasket is next. Very occasionally the water pump will cause similar symptoms, so you might want to look at that first.

Does it run normally or does it misfire or shake? Well, all the 4 cylinder trucks shake at idle, but does it seem to run correctly? High blowby can be a result of a scuffed piston, that would be bad news.

No problem. That's why I'm here.

While you're in there, see if you can see evidence of the water pump leaking. The weep hole is really hard to see, you might need a mirror on a stick. Sometimes they pull air from the atmosphere and aerate the coolant, and you'll get similar symptoms.

The radiator can get very full of debris, restricting airflow through it. It can be difficult to see this. Removing the intercooler to clean the radiator may be a good idea. Also, the fan clutches can be problematic. Do you ever hear it engage? Is the fan clutch leaking a viscous fluid...

In my experience, the tone rings will rust off of the rotors (causing ABS faults) before the rotor is worn out. I am unsure of the thickness wear limit offhand.

Got a pic of that injector? There is a clip on top, a wire guide that has the calibration codes printed on it. Was that loose, or the actual solenoid part?